2011 EFI UPDATE

Ver. 1.1
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Index
Introduction................................................................................................................................................... 4
EFI – General............................................................................................................................................ 4
Construction:............................................................................................................................................. 5
Throttle body: ............................................................................................................................................ 6
Function .................................................................................................................................................... 9
Electronic Control Unit (ECU) ................................................................................................................. 12
Regulator Rectifier .................................................................................................................................. 14
Capacitor................................................................................................................................................. 15
Power Supply Electronic Control Unit (ECU) ............................................................................................. 17
Sensors ...................................................................................................................................................... 28
Crank Sensor .......................................................................................................................................... 28
Throttle Position Sensor (TPS) ............................................................................................................... 31
Manifold pressure sensor intake (MAP Sensor) ..................................................................................... 35
Coolant Fluid Temperature Sensor ........................................................................................................ 39
Intake Air Temperature Sensor............................................................................................................... 42
Roll Over Sensor .................................................................................................................................... 45
Map Selector Switch ............................................................................................................................... 48
Engine Cut Off Switch............................................................................................................................. 51
Actuators .................................................................................................................................................... 54
Fuel Injector Valve .................................................................................................................................. 54
Ignition Coil ............................................................................................................................................. 58
Fuel Pump............................................................................................................................................... 63
FI Lamp (Malfunction Indicator Lamp).................................................................................................... 68
ECU Plugged Control Functions ................................................................................................................ 72
General: .................................................................................................................................................. 72
Injection:.................................................................................................................................................. 72
Ignition: ................................................................................................................................................... 73
Overspeed prevention: ........................................................................................................................... 74
ECU - Fault Recognition............................................................................................................................. 75
General: .................................................................................................................................................. 75
DTC’s ...................................................................................................................................................... 75
Fault Code: ............................................................................................................................................. 76
Conditions for a Fault Code Storage: ..................................................................................................... 76

The training documents communicate new basics about the construction and function of
new motorcycle models, new components or new technical details.

The training documents are not a replacement for repair manuals!

The specified values are only for easy understanding and reference purposes!

For service and repairs, use the official repair manual.

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Introduction
EFI – General
General:
The electronic fuel injection (EFI) is a further development of carburettors. It is
differentiated between indirect injection (the injection of motor fuel into the inlet manifold
before the intake valve) and a direct injection (motor fuel is injected directly into the
combustion chamber).
The main advantage of fuel injection to carburettors is the calculation of the exact
dosage of motor fuel.
With a fuel injection system the engines fuel requirements can be more accurately
controlled by the ECU catering for variations in altitude, temperature and other
environmental and engine conditions. Therefore much better consumption values and
emission values can be reached.
The Keihin engine management system operates an indirect fuel injection and an
electronic ignition timing control.

Advantages of fuel injection:

¾ Better performance and torque curve at less fuel consumption
¾ Decrease of emission values
¾ Easy adjustment to national emission regulations
¾ More comfort for the owner like compensation for different altitudes, automatic
cold start function etc.
¾ Easy adoption of power output and torque curve by the user (Map Select Switch)

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Construction:
The motor management system from Keihin provides smooth throttle response and
rideability in offroad riding with improved performance.

The cylinder is fuelled by the air box that is situated under the seat, which leads to a
42mm throttle body.
Idle speed can be adjusted for track and situation conditions by an adjustment screw.
Automatic choke, temperature and altitude compensation are state of the art.

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Throttle body:
The 42mm throttle body is mounted on the induction manifold and supplies the engine
with a finely atomized fuel/air mixture.

1. Injector
2. Fuel Rail
3. Manifold Pressure Sensor (MAP)
4. Throttle Position Sensor (TPS)

End Stop Screws

These end stop screws define the basic setting of throttle flap at fully closed position
and may not be adjusted!

End stop screws at fully closed position

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This end stop screw defines the basic setting of throttle flap at fully opened position and
may not be adjusted!

End stop screws at fully open position

Idle Speed Adjustment Screw

The adjustment screw can operate both cold start and idle speed adjustment.
By turning the adjustment screw, the idle speed can be lowered or raised.
When the adjustment screw is pulled out the idle speed can be raised similar to a choke
function.
At the pulled out position, air bypasses the throttle flap. This leads to more air in the
intake manifold that leads to a longer injection time.

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Fuel Injector
The fuel injector is held in position at the throttle body by the fuel rail assembly with two
screws.

The injection valve is triggered by the control unit according to the pressure conditions
in the induction manifold (manifold air pressure sensor) and the speed (pulse
generator), taking corrective inputs into account. This applies to the lower load/speed
range. At higher loads or speeds the injection valve opening is calculated based on the
speed and throttle signal.

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Function
The Keihin injection system on the 2011 250 and 350 SX-F models can be divided into
3 functional areas:
¾ Engine fuel supply
¾ Operating data compilation
¾ Fuel injection metering and ignition system

Engine fuel supply:

The fuel supply begins with a fuel pump that is mounted inside the fuel tank.
A pressure control valve adjusts the injection pressure and guides excessive fuel back
into the fuel tank. The electronic control unit (ECU) is informed by different sensors
about the actual operating conditions and regulates the fuel supply by controlling the
injection time of the injectors.

Operating data compilation:

The basic injection timing is defined by the engine rpm and the pressure in the intake
manifold.
The opening time of fuel injector valves is directly conditioned by factors engine load
(pressure intake manifold / throttle position).
With additional sensors, other operating conditions (like e.g. coolant- and intake air
temperature, battery voltage) are monitored. With this additional information, the basic
fuel injection rate is adjusted.

Fuel injection metering and ignition system:

The ECU calculates fuel injection dose, injection timing, closure angle and ignition
timing on the basis of a predefined ignition map.

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There are 2 different kinds of wiring systems used on the offroad EFI models of 2011.
The 250 SX-F has no battery and is kickstart only.
The 350 SX-F has a battery and electric start.

Overview Sensors and Actuators 250 SX-F:

250 SX-F Block Diagram:

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Overview Sensors and Actuators 350 SX-F:
350 SX-F Block Diagram:

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Electronic Control Unit (ECU)

Mounting Position:

The ECU is mounted under the seat.

Description of Component:
An ECU is responsible for determining the quantity of fuel, ignition timing and other
parameters by monitoring the engine conditions through the information received from
the various sensors present on the vehicle. Once these values have been calculated,
the ECU then controls the actuators to achieve the desired result.

Vmin = 6.5V
Vmax = 16V

Current consumption < 2.3A

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ECU Pin layout:

Pin No. Name Function

1 IGP Ignition Positive
2 ROLL Rollover Sensor
3 CRKP Crank Sensor
4 BFSW Map Select Switch
5 TPS Throttle Position Sensor
6 PM Manifold Pressure Sensor
8 LG Logic Ground
9 CRKM Crank Sensor Return
10 KLINE K-Line
13 VCC Sensor Power Output
14 FPP Fuel Pump Power
15 FLP Fuel Pump
16 INJ Fuel Injection
18 IG Ignition Coil
21 MIL Malfunction Indicator Lamp
22 TW Coolant Temperature Sensor
24 SG Sensor Ground
25 TA Intake Temperature Sensor
30 PWHH Power Relay Hold
31 CANH High Level CAN Voltage
32 CANL Low Level CAN Voltage
34 EST Kill Switch
35 PG1 Power Ground #1
36 PG2 Power Ground #2

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Regulator Rectifier

The regulator/rectifier on the 2011 EFI SX-F models is a Kokusan Denki unit. It is
located on the right side of the frame beneath the seat. The regulator is a full wave
short circuit type with a built in single phase full wave rectifier.

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Capacitor
Function

A capacitor is similar to a battery in that it stores electrical energy. The primary

functional difference is that the capacitor can release its entire charge in a fraction of a
second, whereas a battery cannot. In the 2011 SX EFI models, the capacitor is used as
a power supply and as a smoothing device. The two models use the capacitor in a
different way, but the capacitor is the same 10000 µF capacitor fitted to both vehicles.
A capacitor (aka. condenser) is an electronic component consisting of a pair of
conductors separated by an insulator. When a potential difference (voltage) exists
across the conductors, an electric field is present in the insulator. This field stores
energy and produces a mechanical force between the conductors.

250 SX-F (Batteryless EFI)

The capacitor is responsible for smoothing the output of the regulator rectifier. The
gaps (clipping) that is seen in the output from the regulator rectifier are filled by the
discharge from the capacitor. The resultant power is the sole power supply in a
batteryless EFI system.

350 SX-F
The capacitor is a backup power device in case of a faulty battery.

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Graph showing IGP (terminal 15) during one kick of the kickstart.
The voltage dips caused by the fuel pump activation and the injector pulses (among
others) can be seen.

Capacitor safety.
Capacitors store electrical energy. This energy is kept inside the capacitor even after
the power source has been disconnected. The 10000µF 12Vdc capacitor is not
capable of a large discharge, but precautions should be observed when working with
stored energy capable of a fast discharge.

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Power Supply Electronic Control Unit
(ECU)
General:
2011 KTM models equipped with KEIHIN KENZ ECU do not have a conventional
ignition lock.

Instead of an ignition lock, a power relay is mounted (only 350 SX-F) which is activated
by the voltage regulator when the engine turns. When voltage from the regulator is
applied to Pin 30 of the control unit, the ECU internally switches to ground and terminal
15 is activated.

When the engine is not turning, terminal 15 can be activated by connecting the
diagnostic tool or bridging pin 5 and 6 at the diagnostic connector.

The voltage regulator/rectifier is mounted on the right hand side of the frame beneath
the seat.
The main relay is mounted on the right of the battery holder (only 350 SX-F).

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Description of Function (250 SX-F):

At turning crank, the rectifier (open collector) activates ground on PWHH (Power Relay
Hold) on the ECU, the charged capacitor supplies power to the ECU via pin DT1.

Due to a return signal via pin DT9 from the crank sensor, the ECU recognizes a turning
engine and activates the fuel pump (pin 15).
The permanent plus supply pin DT14 of ECU is only for the power supply of the fuel
pump relay.
Ground connection of ECU is routed via pin DT35 and DT36. Sensor Ground is pin
DT24.

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A11 – Electronic Control Unit
X295 – K-Line
C10 – Capacitor
G20 – Generator
T20 – Regulator/Rectifier
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Description of Function (350 SX-F):

At turning crank, the rectifier (through an open collector) activates ground on PWHH
(Power Relay Hold) on the ECU.
When the engine is turning the main relay and the ECU are activated by the voltage
regulator. The main relay then supplies the ECU via pin DT1 and other systems with
electric power supply.

The permanent plus supply pin DT14 of ECU is only for the power supply of the fuel
pump relay. Ground connection of ECU is routed via pin DT35 and DT36. Sensor
Ground is pin DT24.
When the start button is depressed, pin 3 of the start relay (K10) is grounded. This
closes the circuit and 12V is supplied to the starter motor. Due to a return signal via pin
DT9 from the crank sensor, the ECU recognizes a turning engine and activates the fuel
pump (pin 15). At the same time, the ECU grounds the main relay via pin DT30 (Power
Relay Hold) until the ignition is turned off.

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A11 – Electronic Control Unit
B37 – Crank Sensor
X295 – K-Line
R30 – CAN Bus terminator
C10 – Capacitor
S21 – Start Button
M10 – Starter Motor
K10 – Start relay
K30 – Power Relay (Main Relay)
G10 – Battery
G20 – Generator
T20 – Regulator/Rectifier
X302 – Chassis Ground
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Diagnostic connector
The diagnosis connector is positioned under the seat and is protected by a safety cover.

1 Power Supply Terminal 15

2 CAN HIGH
3 CAN LOW
4 K - Cable
5 Initatiate line, diagnosis mode
6 Ground

When the engine is not turning, the ignition can be activated by connecting the
diagnostic tool or by grounding pin 5 and 6 at diagnostic connector.

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Compensation of Power Supply Voltage:
The injection valve actuation time is strongly dependent on the battery voltage. Without
a voltage correction, this response delay would result in an abbreviated injection period
and the injected quantity would be too low.
The operating area of the ECU is between VBAT min 6.5 V and VBAT max 16.0 V.
The lower the battery voltage, the less fuel would be injected into the engine. For this
reason, a low battery voltage, e.g. after a cold start with a very low battery, needs to be
compensated by specifically lengthening the pre calculated pulse time to ensure that
the engine receives the right amount of fuel. This is referred to as "voltage
compensation".
For the voltage compensation, the battery voltage is entered into the control unit as a
control parameter. An electronic compensation stage lengthens the valve control pulses
of the voltage-dependent response delay of the injection valve.

Failures in the power supply of the ECU can be detected by comparing the values of the
battery voltage with the voltage of the ECU (VBAT) and therefore calculating the fall of
electrical potential.
The maximum fall of electrical potential is 0,5 Volt. The fall of potential can appear both
at plus and ground connection side.

Power Supply of Sensors:

The ECU supplies the sensors with constant voltage of 5V at pin 13.
This power supply is also called plus of ECU (VCC – Voltage of the Common Collector).

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Ground Connection of Sensors:

The ECU supplies the sensors with ground connection at pin 24.
This ground connection is also called sensor ground (SG).

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Sensors
Crank Sensor
Mounting Position:
The crank sensor is located under the alternator cover on the left hand side of the
engine.
The connector for the crank sensor is located underneath the ECU.

Description of Component:
The crank sensor consists of a permanent magnet and an inductor coil incl. soft iron
core.
The counter piece of the ignition pulse generator is a trigger wheel whose 18 teeth are
evenly spaced, but one of the teeth is wider.
The trigger wheel is part of the rotor of the alternator and the rotor is mounted on the
crank.
The gap between crank sensor and trigger wheel must be 0,7mm +/-0,2mm

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Description of Function:
The magnetic flow inside the coil is dependant on whether the sensor is close to a
space or a tooth.
A tooth concentrates the magnetic leakage flux, a gap weakens the flux.
This change of magnetic field induces a voltage inside the coil.
The ECU calculates engine speed according to the rate of impulses received by the
crank sensor.
The trigger wheel has 18 teeth that are evenly spaced, but one of the teeth is wider.
Each tooth induces a signal, and the wider tooth induces a longer signal.
By this signal the ECU can recognize the actual crankshaft position (angle).

Wiring in ECU:

ECU Electronic Control Unit

B37 Crank Sensor
DT/36 Plug connector ECU

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Characteristic Curve:
Resistance of inductive coil:
Temperature (°C) Resistance (Ω)
20 100 Ω +/- 20%

Wiring Diagram:

B37 Crank Sensor

Description of Function:
The ECU calculates the rpm of engine and the crankshaft position angle due to the
signal of the crank sensor.
The rpm and crankshaft position are the main control factors for calculation of fuel mix
and ignition timing.

Diagnosis Tester:
At this measurement, the value of engine Rotation (NE) in 1/min is displayed.

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Throttle Position Sensor (TPS)
Mounting Position:

The throttle position sensor is mounted on the left hand side of the throttle body.

Description of Component:
The throttle position sensor is a variable resistor. The contact arm of the potentiometer
is directly connected to the shaft of the throttle flap.
Depending on the position of the throttle flap the signal voltage changes as the
resistance of the potentiometer changes due to the change in position of the
potentiometer arm at the potentiometer track.
The throttle position sensor is an angle sensor with a linear characteristic curve.

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Description of Function:
The throttle position sensor converts the actual opening angle of the throttle flap into a
proportional voltage ratio. When the throttle is activated a rotor that is connected with
the shaft of the throttle flap moves its sliding contact on a resistance conductor path.
This movement changes the resistance of the TPS and the position of the throttle flap is
converted into a voltage ratio.
The throttle position sensor is supplied with 5 Volt operating voltage and sensor ground
by the ECU. Due to the value of the signal voltage of TPS the ECU calculates the
position of the throttle flap.
In the circuit below, you can see the reference resistance of 220kΩ. These resistances
are used on many sensors and are called pull-down resistors. The function of pull-
down resistances are to make sure that the input to a logic system (computer, ECU)
reaches an expected level should the device (sensor) be disconnected. The resistor
gently pulls the voltage of the signal wire (AO03) to 0V when the sensor (B10) is
disconnected and this represents a voltage “low” within the logic circuit. With a
disconnected plug connector, the voltage of the signal is 5 Volt.

Pull-up resistors are also used in logic circuits. These resistances gently pull the voltage
of the wire up 5V and would then represent voltage “high”. This type is used on the
MAP sensor.

Wiring in ECU:

ECU Electronic Control Unit

B10 Throttle Position Sensor (TPS)
DT/36 Plug Connector ECU

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Characteristic Curve:
As shown below, the output voltage can be assigned to a throttle flap position.

3,5

3
THAD - Volt

2,5

1,5

0,5

0
0 20 40 60 80 100

ATP - %

Wiring Diagram:

B10 Throttle Position Sensor

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Purpose:
The fuel injection supply across the complete engine load and speed area is dependant
on the position of the TPS.
The ignition timing has to be retarded with increasing engine load.
Not only the position of the throttle flap is calculated but as well the speed of opening
the throttle flap.
The TPS is also the main control factor for the fuel cut off in the overrun.

Diagnosis Tester:
At this measurement, the value of Throttle Position Voltage (THAD) in Volt and the
value Throttle Position (ATP) in % is displayed.
Also, the basic position of the throttle valve position sensor can be determined. This test
checks the signal level and the conductor. For example, it is possible to detect signal
interruptions due to a poor potentiometer track.

Reference value at min. 80°C engine temperature:

0 % - 0,6 Volt
100% - 3,8 Volt

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Manifold pressure sensor intake (MAP Sensor)

Mounting position:

The manifold pressure sensor intake is mounted at the rear left side of the throttle body.

Description of Element:
Inside the casing of the manifold air pressure sensor, an electronic analysing element
and a measuring cell are assembled. Inside the measuring cell there is a membrane
that encloses a reference pressure chamber. If the membrane changes its form due to
changing air pressure, the conductance of measuring resistance is changed.
The measuring voltage is prepared by the electronic analysing element and supplied to
the ECU.

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Function:
The manifold air pressure sensor intake converts the current pressure into an electrical
signal for the ECU. The manifold pressure sensor is supplied with 5 Volt and ground
connection by the ECU.
With a closed throttle flap and low air pressure / vacuum caused by the suction effect of
the engine, a low voltage signal is emitted. At fully opened throttle flap the pressure in
intake manifold is nearly equal the environmental air pressure and a high voltage signal
is emitted.
In the circuit below, you can see the reference resistance of 220kΩ. These resistances
are used on many sensors and are called pull-up resistors. The function of pull-up
resistances are to make sure that the input to a logic system (computer, ECU) reaches
an expected level should the device (sensor) be disconnected. The resistor gently pulls
the voltage of the signal wire (AO03) to 5V when the sensor (B41) is disconnected and
this represents a voltage “high” within the logic circuit. A high resistance is used, so
that another lower resistance (stronger) would pull the voltage to the lower operating
voltages (In this case 0.2 – 4.1V). With a disconnected plug connector, the voltage of
the signal is 5 Volt.

Pull down resistors are also used in logic circuits, but are used less frequently. These
resistances gently pull the voltage of the wire down to 0V and would then represent
voltage “low”.

Wiring in ECU:

ECU Electronic Control Unit

B41 Manifold Pressure Sensor (MAP)
DT/36 Plug connector ECU

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Characteristic Curve:
Like visible in the chart, the output voltage can be assigned to a manifold air pressure.

5
4,5
4
PM1AD - Volt

3,5
3
2,5
2
1,5
1
0,5
0
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400

PM1M - mbar

Wiring Diagram:

B41 Manifold Pressure Sensor

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Function:
The manifold pressure sensor signal is the main value used in the calculation of the
basic injection rate.
The ECU adjusts the fuel-air mix dependant on the signal of the manifold pressure
sensor.
The secondary function of the manifold pressure sensor is the measurement of the
ambient air pressure at ignition ON and when the throttle valve is fully open.

Diagnosis Tester:
With the diagnostic tester, the value of the manifold press1 voltage (PM1AD) in volts
and the value for the manifold press1 (PM1M) in mbar can be measured.

Reference value at idle speed at 80°C engine temperature:

350 mbar ~ 1,7 Volt
Reference value at ignition on:
960 mbar ~ 2,7 Volt

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Coolant Fluid Temperature Sensor

Mounting Position:
The coolant temperature sensor is mounted on the left hand side of the engine on the
cylinder head.

Description of Component:
The temperature sensor coolant is a thermistor which changes it’s electrical resistance
depending on the temperature.
The type of thermistor is a NTC (negative temperature coefficient). This means with
increasing temperature the resistance of the sensor decreases (but will not reach 0 Ω)
When the temperature decreases, the resistance of the sensor increases (but will never
reach infinite resistance).

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Purpose:
The NTC resistance is mounted in line with a reference resistance (1,5 kΩ) at the
voltage side.
The signal voltage supplied by the ECU is 5 Volt. That means with disconnected plug
connector 5 Volt can be measured (ECU side).
Voltage ratio between reference resistance and the temperature sensor, is chosen to
have nearly the same value at 30°C, of 2,5 V.

Wiring in ECU:

ECU Electronic Control Unit

B21 Temperature Sensor - Coolant Fluid
DT/36 Plug Connector ECU

Characteristic Curve:
The output voltage of the sensor can be assigned to a temperature.

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The resistance can be assigned to a temperature.
Temperature (°C) Resistance (kΩ)
- 20 15,0 kΩ
20 2,45 kΩ
40 1,15 kΩ
100 0,183 kΩ

Wiring Diagram:

B21 Temperature Sensor Coolant Fluid

Purpose:
During a cold start and in the warming-up phase, the injection time must be lengthened
and the idle speed increased (necessary for enrichment in the starting phase and a
stable warming-up period)

Diagnostic Tester:
At this measurement the value of the coolant temp voltage (TWAD) in Volt and the
value of the coolant temp (TW) in °C is displayed.

Reference Values:
20°C – 3,2 Volt
80°C – 0,8 Volt

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Intake Air Temperature Sensor

Mounting Position:
The intake air temperature sensor is mounted on the lower part of the air box.

Description of Component:
The intake air temperature sensor is a thermistor that changes its electrical resistance
dependant on the temperature.
The type of thermistor is a NTC (negative temperature coefficient). That means with
increasing temperature the resistance of the sensor decreases (but will not reach 0 Ω)
When the temperature decreases, the resistance of the sensor increases (but never will
reach infinite resistance).

Purpose:
The NTC resistance is routed in line with a reference resistance (1,5 kΩ) at the voltage
side.
The signal voltage supplied by the ECU is 5 Volt. That means with disconnected plug
connector 5 Volt can be measured (ECU side).
Voltage ratio between the reference resistance and the temperature sensor is chosen to
have nearly the same value at 30°C of 2,5 V.

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Wiring in ECU:

ECU Engine Control Unit

B12 Intake Air Temperature Sensor
DT/36 Plug Connector ECU

Characteristic Curve:
As shown below, the output voltage can be assigned to a temperature.

As shown below, the resistance can be assigned to a temperature.

Temperature (°C) Resistance (kΩ)
- 20 18,80 kΩ
20 2,942 kΩ
40 1,136 kΩ
100 0,1553 kΩ

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Wiring Diagram:

B12 Intake Air Temperature Sensor

Purpose:
At low intake air temperature the injection time is lengthened, at higher temperatures
the injection time is shortened.

Diagnosis Tester:
At this measurement, the value of the Air temp voltage (TAAD) in Volt and the value of
the Air temp (TA) in °C is displayed.

Reference value:
20°C - 3,2 Volt
40°C - 2,2 Volt

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Roll Over Sensor
Mounting Position:
The roll over sensor is mounted underneath the electronics plate under the seat.

Description of Component:
Inside the rollover sensor is a pendulum and a magnet. The pendulum is guided over a
Hall element. The principle of the roll over sensor is based on the Hall effect.
When a semiconductor is placed in a magnetic field, the resultant voltage difference is
perpendicular to the current flow and magnetic field and it’s called Lorentz Force.
The evaluation electronics of the roll over sensor interprets the Hall Voltage and
activates the output voltage.

1 Pendulum with Magnet

2 Circuit Board incl. Hall Sensor
3 Casing
4 Spacer
5 Normal Position 65° +/- 10°
6 Normal Position 65° +/- 10°
7 Plug Connector Gasket
8 Holder for Connector Gasket

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Description of Function:
The roll over sensor is mounted in line with a reference resistance (pull up) at voltage
side and with a reference resistance (pull down resistor) ground side.
The evaluation electronics of the roll over sensor switches the signal voltage,
dependant to the angle of the motorcycle against voltage or ground connection.
The voltage at the signal line is the input signal for the ECU to detect the angle of the
motorcycle.

Wiring in ECU:

ECU Engine Control Unit

B26 Roll Over Sensor

Characteristic Curve:
Like visible in the graph, the output voltage of the roll over sensor can be assigned to an
angle of the motorcycle.
0,4 - 1,4 Volt Æ angle < 65°
3,7 - 4,1 Volt Æ angle > 65°

4. 5

3. 5

2. 5

1. 5

0. 5

0 5 10 15 20 25 30 35 40 45 50 55 60

t i me

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Wiring Diagram:

B26 Roll Over Sensor

Purpose:
The roll over sensor has the purpose to instruct the ECU at an angle of 65°+/- 10° (as of
vertical position) to cut off ignition and injection.
This prevents the engine to continue to run when the bike falls down.

Diagnosis Tester:
At this measurement, the value of the Rollover voltage (A/D type) in Volt and the status
of the roll over sensor (Rollover) “no rollover detected / rollover detected” are displayed.

Reference value:
No rollover detected 0,4 Volt - 1,4 Volt
Rollover detected 3,7 Volt - 4,1 Volt

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Map Selector Switch
Mounting Position:
The (optional) map selector switch can be mounted behind the battery under the seat.
The connector plug is located behind the number board when the map selector switch is
not mounted.

Description of Component:
The map select switch is a resistor switch with 3 resistances. These 3 resistances are
switched by 4 contacts in a way to create 9 different total drag resistance values.

R1 15 kΩ
R2 6,81 kΩ
R3 3,3kΩ
R4 0kΩ

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Description of Function:
The map selector switch is routed in line with a reference resistance voltage side in the
ECU. The output voltage (signal) is dependant on the selected internal resistance.
The signal voltage is 5 Volt, meaning that with a disconnected plug connector, 5 Volt
can be measured at signal line ECU side.

Wiring in ECU:

ECU Electronic Control Unit

S55 Map Select Switch

Characteristic Curve:

As shown below, the resistance value and the output voltage can be assigned to a
switch position.
Switch Position Voltage Resistance
0 5 Volt ∞Ω
1 4,34 Volt 15 kΩ
2 3,76 Volt 6,81 kΩ
3 3,38 Volt 4,86 kΩ
4 2,98 Volt 3,3 kΩ
5 2,74 Volt 2,7 kΩ
6 2,49 Volt 2,22 kΩ
7 2,32 Volt 1,94 kΩ
8 0 Volt 0Ω
9 0 Volt 0Ω

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Wiring Diagram:

S55 Map Select Switch

Purpose:
The map select switch has the purpose to inform the ECU which map has been
selected.

3 different maps can be chosen:

Position 1 Beginner / smooth power supply

Position 2 Advanced / aggressive power supply
Position 3 Standard

At switch positions 4, 5, 6, 7, 8, 9 and 0 the standard map is activated.

Diagnosis Tester:
The map select switch cannot be checked with the diagnosis tester.

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Engine Cut Off Switch
Mounting Position:
The engine cut off switch is mounted on the left hand side of the handlebars.

Description of Engine Cut Off Switch:

The cut off switch is a push switch and routes a ground connection.

Description of function:
The cut off switch is mounted in line with a resistance in the ECU unit. The signal
voltage is approx.12 Volt. In a disconnected condition, approx. 12 Volts can be
measured at the connector on ECU side.
If the value of the signal line is above 3,55 Volt the engine is running. If the value drops
below 2,83 Volt, the engine is switched off.

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Wiring in ECU

ECU Electronic Control Unit

S20 switch off push button
DT/36 cable connector ECU

Characteristic Curve:
Like visible in the chart, the output voltage can be assigned to a switch position.
12 INAKTIV

11

10

7
Volt

4
INAKTIV
3 AKTIV
2

0 AKTIV
0 10 20 30 40 50 60

Like visible in the chart, the resistance can be assigned to a switch position.
Switch Position Resistance
INACTIVE ∞Ω
ACTIVE 0Ω

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Wiring Diagram:

S20 Cut off switch

Function:
The cut off switch has to inform the ECU to cut off the engine.
Due to information of cut off switch the ECU deactivates the ignition and injection.

Diagnosis tester:
The cut off switch cannot be tested with the diagnosis tester.

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Actuators
Fuel Injector Valve
Mounting Position:
The fuel injector valve is mounted on top of the throttle body.

Component Description:
The injector is built of a magnetic coil, a spring-loaded plunger piston, a needle valve
and a filter.
If the injector is supplied with current a magnetic field is created in the magnetic coil that
lifts the plunger piston against the spring and therefore opens the needle valve.
The pressurised fuel escapes through 14 injector bores and forms 2 conical sprays of
atomised fuel.
When the current is disconnected, the magnetic field breaks down and the spring closes
the needle valve.
The filter prevents the injector bores from contamination.

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Description of Function:
The injector is supplied by the main relay with 12 V.
The ECU calculates the required injection amount and connects ground connection via
a transistor.
The longer the injector valve is connected with ground the higher the volume of injected
fuel.

Wiring in ECU:

ECU Electronic Control Unit

IGP Ignition Plus
M51 Injector Valve

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Characteristic Curves:
At the start of injection the ECU supplies the injector with the ground connection.
When the ground connection is interrupted, a voltage peak of 70-100 V is created by
the cut off induction. This typical injection signal can be displayed with an oscilloscope.
Due to the type of connection the signal can look different.

In illustration 1 the oscilloscope is connected between the minus chopping outlet of

ECU to injector valve and ground connection.

Illustration 1
It is possible is to connect the second line of the oscilloscope not to ground connection
but instead to connect to terminal 15.
The signal displayed on the oscilloscope is shown in illustration 2.

Illustration 2
Both cases show the same signal and the opening time of illustrated case at t=1,5ms
and closing time at t=3ms at injector valve can be measured. At cut off time the
mentioned voltage peak is visible.
The injection time measured is therefore ∆t=1,5ms which is a typical injection time for
warmed up engine at idle speed.
Due to different types of connection the signal is displayed only horizontally.

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As shown below, the resistance of injector can be measured.
Temperature Resistance
20° C 10,5 ... 13,0 Ω

Wiring Diagram:

M51 Injector Valve

K30 Power Relay

Purpose:

The ECU as central unit evaluates the data supplied by the sensors.
It creates a triggered signal to control the fuel injection dose injected by the injector
valve.
The dose of injected fuel is regulated by the opening time of the injector valve.

Diagnostic Tester:
At this measurement, the value of the injector1 (TIOUT1) in milliseconds is displayed.
Reference value at idle, speed at min. 80% engine temperature:
Injector1 (TIOUT1) - approx. 1,86 ms

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Ignition Coil
Mounting Position:

The ignition coil is mounted on the right hand side of the frame above the engine.

Description of Function:
The main components of the ignition coil are the primary windings, the secondary
windings, the electric connections and a soft iron core.
The iron core is made of several layers of thin iron plates that intensify the magnetic
field.
The iron core is enlaced by different windings (many windings of thin wires, few
windings of thick wire). The ratio of the windings to each other determines the voltage
conversion.

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The ignition coil has 3 electrical
connectors:

Pin 1 is connected to ignition plus by the

ECU
Pin 2 is directly connected to ground
(primary circuit)
Pin 4 is connected with the HT ignition
cable and to the spark plug

The spark plug is connected by a spark gap with ground (secondary circuit).

Ignition angle and closure angle are calculated due to a capacitor-discharge ignition
system. An ignition module (CDI / capacitive discharge ignition) similar to previous
systems is used. The CDI is integrated in the ECU and cannot be replaced separately.

The ignition coil is connected to the positive terminal of the battery via the terminal 15
relay. In addition, when the power switch in the ECU is closed, terminal 1 is connected
to ground and the primary circuit is closed. The magnetic field is generated in the
ensuing dwell time.
As soon as the signal from the crank sensor and subsequently the calculated ignition
signal from the ECU enables the thyristor - i.e. the thyristor's electronic “load contact” is
switched to continuity (this is not a mechanical switch), the loaded capacitor is rapidly
discharged, the "discharge voltage" of up to 300 volts flows over the primary side of the
ignition coil and induces (“inductive kick”) ignition voltage of up to 30,000 volts on the
secondary side.

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Wiring in ECU

ECU Electronic Control Unit

R51 Ignition Coil

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Characteristic Curve:

Primary side

Secondary side

As shown below, the resistance of ignition coil can be measured.

Resistance at 20° C
Primary Winding 0,5 Ω +/- 15%
Secondary Winding 13,5 kΩ +/- 20%

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Wiring Diagram:

R51 Ignition Coil

Purpose:
The ECU, as the central unit, evaluates the supplied data of engine speed, position of
throttle flap and coolant temperature and triggers the ignition module.
The ignition module activates the ignition coil.

Diagnosis Tester:
At this measurement, the value of the Ignition timing1 (IGLOG1) in degrees is
displayed.

Reference value at idle speed at min. 80°C engine temperature:

Ignition timing1 (IGLOG1) - approx. 8°

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Fuel Pump

The compact fuel pump is located in the lowest area of the tank, while the pressure
regulator is situated at the rear of the tank under the seat. The plug connector for the
fuel pump is positioned conveniently under the seat.

The slender tank design provides optimum freedom of movement and sporty
ergonomics.

The advantage of this fuel pump system is that the fuel pump, pressure regulator and
filter are installed separately. By keeping these functional units separate, each
individual unit takes up only a small amount of space and the fuel pump can therefore
be installed deep in the fuel tank.

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Description of Function:
An electronic motor, whose rotor is cooled and lubricated by the fuel, drives the in-tank
mounted vane pump.
The fuel pump is a regenerative fuel pump. The pump has a vane impeller that
produces pressure. The fuel pressure regulator is an integral part of the fuel pump and
is located in the tank as well.
The pressure regulator controls the system pressure and keeps it constant at 3.5 bar
(350 kpa). Any overpressure is returned back to the tank internally.
The manufacturing tolerances are very small (microns) in these pumps which are
capable of generating a very high pressure.
The fuel enters the electrically powered vane pump 2 through the fuel screen 1.
The pump conveys the fuel via the conveyor line 3 through the fuel filter 4 to the
pressure regulator 5. If the fuel pressure is higher than 3.5 bar +/- 4 %, the pressure
control valve opens so that the regulated fuel can flow back to the pump housing 7 via
the return line 6.
This system ensures that the fuel pump gets a constant supply of fuel irrespective of the
bike’s riding position.
The flow rate of the fuel pump at 14 Volts is 20 litres per hour (0,33l/min).

As the pressure control valve is mounted inside the tank, no external return hose is
needed.

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In the output hole of the pump, a return valve is mounted to keep a certain fuel pressure
when the ignition is switched off and therefore the pump is not working anymore.
This pressure is necessary to the prevent vapour bubbles forming in the fuel system
due to the radiated engine heat.
A relief valve also is mounted to prevent damage to the fuel pump in case of a defective
pressure regulator valve.
1 Intake Side
2 Relief Valve
3 Vane Pump
4 Motor Armature
5 Return Valve
6 Pressure Side

Description of Function:
The fuel pump relay is integrated in the ECU and cannot be changed separately. The
ground for the relay is switched by the ECU.
When the ignition is switched on (plug connector ECU DT/36 pin 1 is supplied with
battery voltage)
The fuel pump is activated for a few seconds. Also during the starting process and
when the engine is running, the fuel pump is activated.
If the ECU does not receive a signal from the crank sensor or the roll over sensor
detects a rollover, the ECU disconnects the ground connection for the fuel pump.
Ignition plus for the power contact of the fuel pump relay is routed via the fuse F2 and
the plug connector DT/36 pin 14. The other side of the power contact is routed via plug
connector DT/36 pin 15 to the fuel pump and then to ground.

Diagnosis Tester:
The fuel supply system can be tested with the function “actuator test” and the EFI
pressure measuring tool (part. Nr.: 610.29.094.000)

Reference value at every operating

condition:
min. 3,5 bar +/- 4%

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Wiring in ECU:

ECU Electronic Control Unit

M13 Fuel Pump
IGP Ignition Plus

Characteristic Curve:
As shown below, the resistance of the fuel pump can be measured.
Resistance at 20° C
Fuel Pump 1 ... 1,8 Ω +/-
 2011EFIUPDATE
Wiring Diagram:

M51 Fuel Pump

C10 Capacitor
K10 Start Relay
G10 Battery

Purpose:
The ECU, as the central unit, evaluates the supplied data of engine speed and the roll
over sensor and therefore controls the activation of the fuel pump relay.
The fuel pump relay supplies the fuel pump with electrical power.

Diagnostic Tester:
At this measurement, the value of the Fuel pump relay (FLPR) “active” or “not active” is
displayed.

Reference value for 5 seconds after ignition on, at engine start or running
Fuel pump control (FLPR) - ACTIVE

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FI Lamp (Malfunction Indicator Lamp)
Mounting Position:
The FI lamp (MIL) is mounted behind the number board in front of the handlebar.

Description of part:
The FI lamp (MIL) is a 12Volt LED.

Description of function:
The FI lamp (MIL) is supplied with voltage by the capacitor in the 250 and the battery in
the 350 SX-F.
Ground connection for the FI lamp is routed by the ECU (Pin 21).
When the bike is started, the FI lamp is activated for 2 seconds for a function test of the
lamp.

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Wiring in electronic control unit.

ECU Electronic Control Unit

P25 FI Lamp (MIL)
IGP Ignition Plus

Characteristic Curve:
If an EFI fault is detected by the control unit during operation, the "MIL" fault lamp
(Malfunction Indicator Lamp) lights up continuously.
When the idle speed is reached, the fault lamp begins flashing with a pattern that
reflects the fault code.
Example Blink Code 13 » Signal of intake air temperature sensor too low:

1 long Interval
2 short Interval
3 Repetition

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As shown below, every blink code can be assigned to a failure description

Blink
PCode code Fault code description
P0335 2 Malfunction in ignition pulse generator circuit
P0201 33 Injection valve bank 1 malfunction
P0351 37 Malfunction in ignition coil circuit (bank 1
P1231 Interruption/short circuit in fuel pump control circuit - ground
41
P1232 Interruption/short circuit in fuel pump control circuit -plus
P1631 Input signal from rollover sensor too low
15
P1632 Input signal (A/D type) from rollover sensor too high
Input signal from throttle valve position sensor input too low,
P0122
circuit A
6
Input signal from throttle valve position sensor input too high,
P0123
circuit A
Input signal from induction manifold pressure sensor too low
P0107
(bank 1)
9
Input signal from induction manifold pressure sensor too high
P0108
(bank 1)
P0117 Input signal from coolant temperature sensor too low
12
P0118 Input signal from coolant temperature sensor too high
P0112 Input signal from intake air temperature sensor too low
13
P0113 Input signal from intake air temperature sensor too high

Malfunction backup

Sensor Startability Engine Condition

Crank sensor No Stop
Injector No Stop
Ignition coil No Stop
Fuel pump relay No Stop
Rollover sensor Yes Run
TPS sensor Yes Run
MAP sensor Yes Run
Coolant temperature sensor Yes Run
Intake air temperature sensor Yes Run

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Wiring Diagram:

P25 FI Lamp (MIL)

K30 Power Relay

Function:
The FI lamp (MIL) is activated for two seconds (control of function) when the starter
button is pushed.
When no active failure is stored in ECU the lamp is switched off.
When the bike is operated, the FI lamp is activated permanently when a failure is
stored. At idle speed the FI lamp begins to blink due to the stored failure code.

Diagnosis tester:
At this measuring the value FI lamp (MIL) “on” or “off” is displayed.

Nominal value for two seconds after activating the starter button
FI lamp (MIL) – “On”
Nominal value at idle:
FI Lamp (MIL) - “Off”

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ECU Plugged Control Functions
General:
The electronic control unit activates the actuators according to a reference map loaded
in the ECU.
The map is defined by the signals of the sensors.
The interaction of the sensors, map and actuators can be referred as “plugged control
function”.
The engine management system of Keihin has plenty of plugged control functions.
The most important functions are described here:

Injection:
Due to the pressure conditions inside the intake manifold (MAP sensor intake), the
throttle position (TPS) and the engine speed (crank sensor) the basic fuel dose and
therefore the injection time is calculated. Additionally the coolant fluid and intake air
temperature sensor signals and the ambient air pressure are included in the calculation.
The ECU actuates the injector, which then supplies the required fuel dosage.
It is a sequential injection system, that means also the injection time and timing are
controlled by the ECU.

Main input - manifold air pressure sensor, crank sensor, throttle position sensor
Secondary input - coolant fluid and intake air temperature sensor
Output - Injection valve

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Ignition:
Firing angle and also dwell angle are calculated due to a predefined ignition map by the
ECU.
Control factors for calculation of firing angle are the engine speed, throttle position and
coolant and intake air temperature.

Main input - crank sensor, throttle position sensor

Secondary input - coolant fluid and intake air temperature sensor
Output - ignition coil

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Overspeed prevention:
To prevent damage to the engine, the ignition and injection valve are switched off at a
certain engine speed.
771: 13400 rpm
772: 13000 rpm

Main input - crank sensor

Output - injection valve, ignition coil

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ECU - Fault Recognition
General:
The Keihin engine management system is equipped with a self-diagnostic system.
Self-diagnosis means that the ECU can recognize faults in the engine management
system and can display the malfunction by activating the FI MIL lamp (malfunction
indication lamp).
Furthermore the self-diagnosis system can assign the fault to a control circuit and store
a fault code even when the malfunction is not permanent. These fault codes are called
Diagnostic Trouble Codes (DTC’s).
If the ECU recognizes a malfunction in a control circuit, this circuit can be switched off
and an emergency operating program (limp home mode) can be activated.

DTC’s

The DTC’s are also referred to as a “P-code”. These codes are required by law and are
structured and defined by the Society of Automotive Engineers (SAE).

First digit:

PXXXX Drivetrain
BXXXX Body Automotive Standard
CXXXX Chassis

Second digit:

P0xxx Generic codes (The same on all vehicles)

P1xxx Manufacturer codes for additional systems.

Third digit structure:

Px1xx Air/Fuel measurement

Px2xx Air/Fuel measurement
Px3xx Ignition system
Px4xx Additional emission control
Px5xx Speed and idle control
Px6xx ECU and output signals
Px7xx Transmission
Px8xx Transmission
Px9xx ECU input and output signals

The fourth and fifth digits designate individual components and systems.

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Fault Code:
The fault code can be displayed by a blink code by the MIL lamp or by the diagnostic
tool. The fault code can only be deleted by the diagnostic tool. The fault code cannot be
deleted when the failure still exists. The limp home mode is deactivated when the
ignition is off for more than 10 seconds.

Conditions for a Fault Code Storage:

Like with all technical systems, engine management faults can appear.
Such failures could be:
• Wiring disconnection or short circuit
• Corrosion which causes bad connections
• Short circuit due to humidity which change the resistance values
• A defective sensor or actuator

In all these cases, the inlet signal voltage for the ECU is not matching the base
reference values of the standard settings. This means that the ECU is informed of an
incorrect operating condition is informed to the ECU.
Without a self-diagnostic system, the ECU would calculate the activation of the
actuators according to incorrect values, and the complete system would work
incorrectly or even malfunction. In the worst case scenario, a malfunction could lead to
an engine failure.

The ECU can only recognise a faulty voltage value when this value does not exist in the
reference values or when it is not in alignment with other operating conditions. If these
conditions are true, then the self-diagnostic system can recognise a fault and stores a
fault code that is defined in the failure code storage conditions.

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The following example should explain a failure code storage condition following the
failure recognition by the ECU:

Fault code P0117 coolant fluid temperature sensor signal voltage too low.
Failure code storage conditions: signal voltage "TWAD" ≤ 0,137 V for more than 3
seconds
Explanation: the ECU recognizes a malfunction at sensor circuit coolant fluid when the
signal voltage is ≤ 0,137 Volt for more than 3 seconds.
Even with a very high engine temperature in a normal system, the value cannot fall
under this voltage. Therefore the ECU stores a fault code.
When the signal voltage is above this value the ECU cannot detect a failure even if the
voltage does not match the real engine temperature.

In summary we can say there are certain failures that are recognized by the ECU self-
diagnostic system, but also many failures that are not.

Very often the possibilities of the self-diagnostic system of the ECU are overrated and
the basic diagnosis by the mechanic is forgotten.

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© 2010 by KTM-Sportmotorcycle AG, Mattighofen Austria

All rights reserved
Reproduction, even in part, is permitted only with the express written permission of
the copyright owner.

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